System and method of real time detection of vehicle operating patterns and policy updates

ABSTRACT

A system and method for providing real-time current-operator or insurance policy updates for a vehicle based on current operating characteristics and an operator profile. A current operating pattern is generated from the current operating characteristics and is compared to an operating pattern of another vehicle that was involved in an incident to generate a current profile of the vehicle. The profile is adjusted based on an operator profile for the current operator of the vehicle. As the operator operates the vehicle, the current-operator or insurance policy is automatically adjusted in real time as the profile changes in response to changes in the operating characteristics of the vehicle.

BACKGROUND Technical Field

The present disclosure pertains to risk management for airborne vehiclesand, more particularly, to providing real-time insurance adjustments forairborne vehicles based on current flight patterns and operator profile.

Description of the Related Art

Recent advancements in drone and unmanned aerial vehicle technology havegreatly reduced the cost of these vehicles and made them readilyavailable to the general public. Although these vehicles are moreaffordable than in previous years, replacement and repair costs arestill relatively high for most users. Similarly, the cost of personalinjuries and property damage caused by reckless or uncontrolled aerialvehicle operations may increase as more aerial vehicles are flown insuburban locations. It is with respect to these and other considerationsthat implementations of the present disclosure are provided.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

The foregoing and other features and advantages of the presentdisclosure will be more readily appreciated as the same become betterunderstood from the following detailed description when taken inconjunction with the accompanying drawings, wherein:

FIG. 1 is a context diagram that illustrates an example implementationof an environment that provides real-time insurance policy updates asdescribed herein,

FIG. 2 is a block diagram that illustrates one implementation of asystem for providing real-time insurance policy updates as describedherein;

FIG. 3 is a logical flow diagram that illustrates one implementation ofa process for providing real-time insurance policy updates for an aerialvehicle and operator in response to current flight characteristics ofthe aerial vehicle; and

FIG. 4 is a system diagram of computing systems for implementation ofthe process and method of the present disclosure.

DETAILED DESCRIPTION

In the following description, certain specific details are set forth inorder to provide a thorough understanding of various disclosedimplementations. However, one skilled in the relevant art will recognizethat the present disclosed implementations may be practiced without oneor more of these specific details or with other methods, components,materials, etc. In other instances, well-known structures or componentsor both that are associated with the environment of the presentdisclosure have not been shown or described in order to avoidunnecessarily obscuring descriptions of the implementations.

Throughout the specification, claims, and drawings, the following termstake the meaning explicitly associated herein, unless the contextclearly dictates otherwise. The term “herein” refers to thespecification, claims, and drawings associated with the currentapplication.

Unless the context requires otherwise, throughout the specification andclaims that follow, the word “comprise” and variations thereof, such as“comprises” and “comprising” are to be construed in an open inclusivesense, that is, as “including, but not limited to.” The foregoingapplies equally to the words “including” and “having.”

The phrases “in one implementation,” “in another implementation,” “invarious implementations,” “in some implementations,” “in otherimplementations,” and other variations thereof refer to one or morefeatures, structures, functions, limitations, or characteristics of thepresent disclosure, and are not limited to the same or differentimplementations unless the context clearly dictates otherwise.

As used herein, the term “or” is an inclusive “or” operator, and isequivalent to the phrases “A or B, or both” or “A or B or C, or anycombination thereof,” and lists with additional elements are similarlytreated. The term “based on” is not exclusive and allows for being basedon additional features, functions, aspects, or limitations notdescribed, unless the context clearly dictates otherwise. In addition,throughout the disclosure, the meaning of “a,” “an,” and “the” includesingular and plural references.

The following are various definitions of terms utilized herein toprovide a general description of the terms, but are not intended to bean exclusive or exhaustive description.

As used herein, the terms “aerial vehicle” and “vehicle” may be usedinterchangeably and refer to a powered airborne object controlled by anoperator or controlled autonomously. Examples of aerial vehiclesinclude, but are not limited to, unmanned aerial vehicles, drones,manned aerial vehicles, fixed-wing aircraft, rotor-wing aircraft,vertical takeoff and landing systems, or the like, or some combinationthereof. Aerial vehicles are also referred to as airborne vehicles.

As used herein, the term “remote control” refers to a device that isused to manually operate an aerial vehicle from a location remote to theaerial vehicle.

As used herein, the terms “Applicant,” “Insured,” and “Operator” may beused interchangeably and refer to a human, group of people, company,organization, or legal entity that applies for insurance, who hasinsurable interest in the aerial vehicle to be insured, and who providesthe operational parameters, either manually or remotely, that result inthe control of the operation of an aerial vehicle.

As used herein, the term “monitoring system” refers to a system thatcollects information regarding the operation of an aerial vehicle,including aerial-vehicle operational data and remote-control operationaldata. The monitoring system includes a vehicle monitoring system and aremote monitoring system. The vehicle monitoring system and a remotemonitoring system include a plurality of different sensors to collectthe operational data associated with the aerial vehicle and theoperator. If installation of sensors is required by the operator, theoperator initiates or performs a “system check” function prior to themonitoring system being operationally activated to make sure themonitoring system is properly calibrated prior to operation of theaerial vehicle. In some instances, the aerial vehicle may benon-operational until the monitoring system is installed, calibrated,and dynamic insurance is enabled.

The vehicle monitoring system includes onboard sensors, remote sensors,or a combination thereof to collect current flight characteristics andaerial-vehicle operational data of the aerial vehicle. The vehiclemonitoring system may be on the aerial vehicle or data about the aerialvehicle may be collected remotely. The vehicle monitoring system mayinclude, but is not limited to, an inertial measurement unit (IMU),gyroscope, magnetometer, accelerometer, altimeter or altitude meter,airspeed sensor or speedometer, engine or motor Revolutions Per Minute(RPM) monitor, course heading, Vertical Speed Indicator (VSI), GlobalPositioning System (GPS) (location of the vehicle, the operator, and therelation of one to the other), G-force sensor, acceleration anddeceleration sensors, and other sensors to measure the roll, yaw, andpitch or their rates of change. The vehicle monitoring system is used torecord whether the vehicle is in an on state or an off state, theduration of operation, location relative to fixed or known geographicmarkers, if it is moving, how it is moving, patterns of flight, pitch,roll, yaw, vertical and horizontal acceleration, speed, and altitude, aswell as abrupt movements caused by contact with an object that is fixedor moving.

The remote monitoring system includes various sensors to collectcharacteristics and remote-control operational data of the operator asthey operate the aerial vehicle. These characteristics provideinformation as to the operator's control of the aerial vehicle and howthe operator responds to various conditions of the aerial vehicle. Forexample, does the operator react quickly or sporadically to control thevehicle in response to the vehicle's location, movement, or operation,or does the operator provide a more fluid and calculated control of thevehicle regardless of its location, movement, or operation. In someimplementations, this remote monitoring system may be integrated into orseparate from the actual remote control used by the operator to controlthe aerial vehicle. In at least one implementation, the remotemonitoring system may also include one or more biological sensors (e.g.,fingerprint, retina, or cardio-rhythmic sensors) that can be used toidentify the operator of the aerial vehicle. In this way, the systemknows if the current operator hands the remote control to a differentoperator, which can be used to further adjust the insurance coverageduring operation of the aerial vehicle.

As used herein, the term “operational data” refers to data, bothreal-time and historical, that is collected by a monitoring system of anaerial vehicle to identify behavioral data or flight characteristics ofthe operator and aerial vehicle as the operator operates the aerialvehicle. Operational data includes aerial-vehicle operational datacollected from the aerial-vehicle monitoring system and remote-controloperational data collected from the remote-control monitoring system.

Aerial-vehicle operational data includes various flight characteristicsassociated with the movement or operation of the aerial vehicle, suchas, but not limited to, altitude, airspeed, vertical and horizontalvelocity and acceleration, engine or motor revolutions per minute (RPM),course heading, location of the aerial vehicle, G-force information,on/off state information, duration of operation, vehicle orientation,and rate of roll, yaw, and pitch. This aerial-vehicle operational datais utilized to determine a current flight pattern of the aerial vehicle.

Remote-control operational data includes various flight characteristicsassociated with how the operator controls the aerial vehicle andresponds to the movement of the aerial vehicle, such as, but not limitedto, type, rate, and reaction time of operator response to aerial vehiclemovement, location, or operation. This remote-control operational datais utilized, along with the aerial vehicle operational data, todetermine an operator profile for the operator.

Operational data also includes weather and other environmentalcharacteristics, both real-time and historical, associated with theoperation of an aerial vehicle. For example, the operational data ofhistorical flights that resulted in an incident includes the weather attime of the incident and at the location of the incident, e.g., thetemperature, cloud covering, precipitation, time of day, or otherenvironmental characteristics at the time and location of the incidentor the seconds or minutes leading up to the incident. Similarly, theoperational data of a current flight includes the current weather at thelocation of the aerial vehicle, e.g., current temperature, currentprecipitation, current cloud cover, current time of day, or otherenvironment characteristics in real time as the aerial vehicle is beingoperated.

As used herein, the terms “behavioral data” and “flight characteristics”may be used interchangeably and refer to the nature of how an operatorand aerial vehicle interact with or without a remote control. Behavioraldata is comprised of a plurality of different operational data, whereeach separate operation datum is a separate flight characteristic. Forexample, airspeed and altitude are aerial-vehicle operational data,where airspeed is one flight characteristics and altitude is a separateflight characteristic. The behavioral data is utilized to create anoperational history of the aerial vehicle and to generate an operatorprofile for the current operator of the aerial vehicle.

As used herein, the term “operational history” refers to the current orprevious operation of one or more aerial vehicles based on behavioraldata generated and collected in real time and over time. Operationalhistory may be generated for an individual operator or for an individualaerial vehicle, such as a target aerial vehicle for which a particularoperator is purchasing insurance. Operational history may also begenerated from the aggregation of behavioral data from a plurality ofoperators or a plurality of aerial vehicles. The operational historyincludes current flight patterns of the aerial vehicle, as well ashistorical flight patterns (e.g., flight patterns that resulted inincidents) or other information associated with one or more aerialvehicles.

The operational history is used to generate and change a risk profile ofan operator and to adjust insurance rates or coverage of relativeoperations of an aerial vehicle. Operational history can provide insightinto certain fight patterns or operations that result in higher incidentoccurrences, such that when those patterns are flown in the future by anoperator, higher rates can be applied to that operator. For example,specific previous flight patterns and factors will reveal higher levelsof incident occurrence that will result in increased rates while acurrent flight pattern matching the previous flight patterns is beingflown.

As used herein, the term “incident” refers to an event or accident thatresulted in damage to a person or property, ticket, citation,confiscation of the aerial vehicle, or other action cause by unsafe orunlawful use of the aerial vehicle.

As used herein, the term “flight pattern” refers to a plurality offlight characteristics at a given point in time or collected over a timeperiod of operation. One non-exhaustive example flight pattern may bethe current airspeed and current altitude of an aerial vehicle. Anothernon-exhaustive example flight pattern may be the airspeed and altitudeat time T1, the rate or roll at time T2, and the RPMs at time T3. Acurrent flight pattern of an aerial vehicle is a flight pattern that isoccurring in real time during operation of the aerial vehicle. Aprevious flight pattern of an aerial vehicle is a flight pattern thatoccurred during prior operation of the aerial vehicle. Previous flightpatterns that resulted in incidences along with other data are used todefine unsafe flying, and previous flight patterns that resulted in noincidences are used to define safe flying.

As used herein, the term “operator profile” refers to informationassociated with how a current operator of an aerial vehicle is operatingthat particular aerial vehicle. The operator profile is generated fromthe behavioral data associated with the operator and aerial vehicle. Theoperator profile is modified in real time as the operator operates theaerial vehicle.

As used herein, the term “risk profile” refers to information associatedwith how an aerial vehicle is operating relative to historicalinformation of one or more other aerial vehicles. The risk profileidentifies a level of potential incident or insurance claim—based on howthe aerial vehicle is operating and who is operating the aerialvehicle—which the insurance company may have to pay on behalf of theinsured if an incident were to occur. The risk profile is dynamicallygenerated or adjusted based on an analysis of the operational historyand the operator profile. Other information (e.g., risk information,aerial vehicle information, and operator information) is also used togenerate and adjust the risk profile.

The risk profile is used to determine the rates and coverage for anaerial vehicle and operator as the operator is operating the aerialvehicle. A higher risk profile is an indication of a greater chance of aclaim, which results in higher rates and lower available coverage. Alower the risk profile is an indication of a lower chance of a claim,which results in lower relative rates and higher available coverage. Therisk profile can change over time as the aerial vehicle is beingoperated. So, if the operator begins to fly the aerial vehicle in anidentified and predetermined safe manner, then the risk profile maydecrease. But if the operator begins to fly the aerial vehicle in anidentified and predetermined unsafe manner, then the risk profile mayincrease.

Some experienced operators will be able to operate smaller aerialvehicles in congested areas during poor weather conditions and operatewith a consistent pitch, roll, yaw, attitude, speed, and altitude whilekeeping distance from fixed objects—demonstrating a lower risk profile,resulting in favorable insurance rates from the insurance company.Alternatively, a low experience operator will have difficultymaintaining a consistent altitude, frequent change in pitch/roll andacceleration while operating a large vehicle in low density open areaswith clear line of sight—demonstrating a higher risk profile, resultingin less favorable insurance rates from the insurance company.

The amount at which the risk profile changes is based on the experiencelevel of the operator, how the operator is operating the aerial vehicle,and the current flight characteristics of the aerial vehicle. So, a moreexperienced operator operating the aerial vehicle in a particular mannermay result in a smaller increase or larger decrease in the risk profilecompared to a less experience operator operating the aerial vehicle inthe same particular manner. Over time, as interactions of the operatorand aerial vehicle are recorded, the operator will likely demonstrateimproved proficiency in the operation of the aerial vehicle resulting ina lowered risk profile from the insurance company.

As used herein, the term “insurance” refers to a product used totransfer a portion or all of the risk of property damage or liabilityfrom one party to another, such as an insurance company, resulting inthe payment of a premium in exchange for the insurance.

As used herein, the term “rates” refers to pricing that reflects apremium the insurance company is willing to receive in exchange for thetransfer for the desired level of risk, either property or liability, tothe insurance company.

As used herein, the terms “billing” or “invoicing” refer to an initialpremium agreed upon at the inception of the policy, and an additional orreturn premium due to changes in rates or coverage as the risk profileis modified as an operator operates the aerial vehicle over the policyperiod.

As used herein, the term “policy issuance” refers to applicant andvehicle information that is provided and transferred to the fillablefields of the insurance policy and delivered to the Insured and providesan acknowledgement of receipt.

As used herein, the term “user interface” refers to a system accessedthrough a computer or mobile device that is used to gather and deliverinformation to or from the operator, including but not limited to theinitial application for insurance, a coverage request (binding), theissued insurance policy, billing information, invoicing, vehicleoperational data (real-time and historical), operator profile, aerialvehicle registration information, and additional coverage orcertificates of insurance. In some implementations the user interfacemay be through a web browser accessible via an operator's smartphone,desktop computer, laptop, tablet, or other operator computing device.

As used herein, the terms “risk generator” and “risk generator computingdevice” refer to a computer, server, or other computing system thatdynamically and automatically adjusts an insurance policy for an aerialvehicle operator in real-time as the operator is operating the aerialvehicle. The risk generator computing device receives applicant/operatorinformation, aerial-vehicle information, aerial-vehicle operationaldata, remote-control operational data, operational historical data ofother aerial vehicles, risk information, or other operator, aerialvehicle, or insurance information. The risk generator aggregates andanalyzes the received data to determine and adjust a risk profile forthe operator and aerial vehicle. The risk profile is used to generateand dynamically modify an insurance policy for the operator. The riskgenerator also generates the appropriate billing documentation based onthe ever-changing insurance policy. The risk generator, which is furtherdescribed in conjunction with FIG. 4, includes, among other physicalcomputing components, a memory that stores instructions and a processorthat executes the instructions to perform various actions describedherein.

As used herein, the term “satellite” refers to a system used to transmitdata and provide GPS location information.

Described herein are systems and methods to provide a real-timeinsurance solution for aerial vehicles operated remotely or manuallyusing historical operations data, real-time operational data, or acombination thereof. The operational data is based on the behavior ofthe operator or the vehicle, or both, which are collected usingmonitoring systems, sensors, and software.

FIG. 1 is a context diagram that illustrates an example implementationof an environment 100 that provides real-time insurance policy updates.The environment 100 includes an aerial vehicle 102 and a risk generatorcomputing device 114, among other components described herein.

The operation and movement of the aerial vehicle 102 is controlled by anoperator 106 via a remote control 104. Although in some implementations,the aerial vehicle 102 may be operated autonomously without the remotecontrol 104. As described herein, the aerial vehicle 102 includes anaerial-vehicle monitoring system 122 that monitors the movement andflight characteristics of the aerial vehicle 102 to obtainaerial-vehicle operational data. Although FIG. 1 shows the vehiclemonitoring system 122 as being part of the aerial vehicle 102,implementations are not so limited and the vehicle monitoring system 122may be integrated into the aerial vehicle 102, separate from butattached to the aerial vehicle 102, or remotely located from the aerialvehicle 102.

The aerial-vehicle operational data collected from the vehiclemonitoring system 122 is provided to the risk generator computing device114 via a communication network 110. Some aerial vehicles 102 may nothave the electrical power or electrical components to communicate withthe communication network 110. In at least one such implementation, theaerial vehicle 102 may provide the collected aerial-vehicle operationaldata to the remote control 104 or some other computing device (notillustrated), which forwards the data to the risk generator computingdevice 114 via the communication network 110.

In some implementations, the remote control 104 includes aremote-control monitoring system 124 to obtain remote-controloperational data by monitoring responses and actions performed by theoperator 106 while operating the aerial vehicle 102. Although FIG. 1shows the remote monitoring system 124 as being part of the remotecontrol 104, implementations are not so limited and the remotemonitoring system 124 may be integrated into the remote control 104,separate from but attached to the remote control 104, or remotelylocated from the remote control 104.

The remote control 104 may provide the collected operational data to therisk generator computing device 114 via the communication network 110.Alternatively, the remote control 104 may provide the collectedremote-control operational data to the aerial vehicle 102 or some othercomputing device (not illustrated), which forwards the data to the riskgenerator computing device 114 via the communication network 110.

The collected operational data is provided to the risk generatorcomputing device 114 in real time or near real time as the data iscollected during the operation of the aerial vehicle 102. In this way,the risk generator computing device 114 can constantly change, modify,or otherwise update the insurance rates or coverage for the operator 106and the aerial vehicle 102 in real time as the operator 106 operates theaerial vehicle 102.

The communication network 110 includes one or more wired or wirelesscommunication mechanisms, such as, the Internet, Bluetooth®, Wi-Fi,satellite link, or other known communication methods that can transmitdata from the aerial vehicle 102 or the remote control 104 to a remotecomputing device (e.g., the risk generator computing device 114).

As described herein, the risk generator computing device 114 aggregatesand analyses the operational data received from the aerial vehicle 102or the remote control 104 to dynamically generate and adjust insurancerates and coverage for the operator 106 and the aerial vehicle 102. Insome implementations, the risk generator computing device 114 receivesinsurance information from an insurance company 118. This informationmay include, different available rates or coverages, information aboutthe operator 106 (e.g., personal information, history of previousincidents, experience level, training certifications, or other operatorinformation related to how that operator may operate the aerial vehicle102), information about the aerial vehicle 102 (e.g., history ofprevious incidents for that particular aerial vehicle, as well as otheraerial vehicles of the same make and model, previous flight patternsassociated with incidents, or other historical operational data relatedto the operation of the aerial vehicle 102), or other risk-relatedinformation associated with the aerial vehicle 102 or the operator 106.

The risk generator computing device 114 may provide the resulting ratesand coverage to the insurance company 118 or it may provide it to theoperator 106 via an operator computing device 108. The operatorcomputing device 108 may be a mobile phone, tablet computer, smartphone,desktop computer, laptop computer, or other commuting device.

The operator 106 may utilize a user interface of the operator computingdevice 108 to access an application, website, or other informationalportal of the risk generator computing device 114 or the insurancecompany 118 to receive or obtain access to the rates, coverages, orother insurance information associated with the insurance provided bythe insurance company 118 as determined and dynamically adjusted by therisk generator computing device 114. The operator 106 may also utilizethe user interface of the operator computing device 108 to select,change, or access coverage, policy issuance, billing, or invoicinginformation.

FIG. 2 is a block diagram that illustrates one implementation of asystem 200 for providing real-time insurance policy updates. The system200 includes an aerial vehicle 102 and a risk generator computing device114. As described above in conjunction with FIG. 1, the operation andmovement of the aerial vehicle 102 is controlled by an operator 106 viaa remote control 104.

The system 200 also includes an aerial-vehicle monitoring system 122 anda remote-control monitoring system 124. The aerial-vehicle monitoringsystem 122 includes a plurality of sensors to monitor the operating andflight characteristics of the aerial vehicle 102. The vehicle monitoringsystem 122 provides the monitored and collected information to the riskgenerator computing device 114 as aerial vehicle operational data 206.The remote-control monitoring system 124 includes a plurality of sensorsto monitor the remote control 104 inputs and reactions of the operator106 as the operator 106 is operating the aerial vehicle 102. The remotemonitoring system 124 provides the monitored and collected informationto the risk generator computing device 114 as remote-control operationaldata 208.

The risk generator computing device 114 aggregates the aerial-vehicleoperational data 206 and the remote-control operational data 208 intobehavioral data 210. The behavioral data 210 is utilized to generate anoperational history 224 of the aerial vehicle 102. The operationalhistory 224 includes a consistently updating current flight pattern ofthe aerial vehicle 102, as well has previous flight patterns of theaerial vehicle 102 or other aerial vehicles (not illustrated). The riskgenerator computing device 114 generates the current flight pattern ofthe aerial vehicle 102 based on a combination of a plurality ofbehavioral data 210. Similarly, the risk generator computing device 114generates one or more previous flight patterns from historical data 222.The historical data 222 may include behavioral data of aerial vehiclesthat were previously involved in an incident or previous flight patternsthat resulted in an incident.

The behavioral data 210 is also utilized to generate an operator profile226 of the operator 106. The operator profile 226 indicates how well theoperator 106 is operating the aerial vehicle 102. In someimplementations, the operator profile 226 includes a score regarding howexperienced or risky the operator 106 is being in operating the aerialvehicle 102.

The operator profile 226 is based on the actions the operator 106 tookto correct, change, or maneuver the operating parameters (e.g., flightpath or orientation) of the aerial vehicle 102, as well as how fluid arethose actions. The actions the operator 106 takes include what controlsthe operator 106 activated on the remote control 104, reaction time(e.g., how long it took the operator 106 to take the action), did theoperator 106 over-correct the aerial vehicle 102, or other behaviorsthat the operator 106 takes to operate the aerial vehicle 102. Forexample, if the aerial vehicle 102 instantly pitches upward due to awind gust, how long does it take for the operator 106 to correct thepitch, what controls on the remote control 104 does the operator 106activate to correct the pitch, and how fluid were those controls. Thisinformation is compared to one or more thresholds, ranges, orproficiently levels, and then combined to create the operator profile226.

The risk generator computing device 114 utilizes the operational history224 to generate a risk profile 212. The risk profile 212 provides anindication of whether the current flight pattern is the same or withinsome threshold as a previous flight pattern that resulted in anincident. In some implementations, the risk profile 212 includes a scoreof the likelihood the aerial vehicle 102 will also be in an incidentbased on a comparison of its current flight pattern to one or moreprevious flight patterns. The risk generator computing device 114computes this risk profile 212 score by comparing the current flightpattern of the aerial vehicle 102 to the previous flight patterns in theoperational history 224 to obtain the deviation between the currentflight pattern and the previous flight patterns. A higher likelihood ofan incident occurring (e.g., a higher risk profile score) may be basedon the current flight pattern being more similar to a previous flightpattern that ended in an incident (e.g., lower deviation between currentflight pattern and one or more previous flight patterns that resulted inan incident), whereas a lower likelihood of an incident occurring (e.g.,a lower risk profile score) may be based on the current flight patternbeing more different that the previous flight patterns (e.g., higherdeviation between current flight pattern and previous flight patternsthat resulted in an incident). The higher the risk profile, the moreunsafe the aerial vehicle is operating, and the lower the risk profile,the safer the aerial vehicle is operating.

The risk generator computing device 114 adjusts the risk profile 212based on the operator profile 226. Since the operator profile 226provides an indication of how the operator 106 is operating the aerialvehicle 102, it can be used to increase or decrease the risk profile212. For example, if the aerial vehicle 102 is performing a maneuverthat has a high likelihood of an incident (e.g., because numerous otheraerial vehicles have been in incidents performing the same maneuver),then the risk profile may be determined to be very high. But the riskprofile may be lowered if the operator profile indicates that theoperator is experienced and accurately and efficiently operating theaerial vehicle as it performs the maneuver, or the risk profile may beincreased if the operator profile indicates an inexperienced or riskyoperator profile.

In some implementations, the risk profile 212 is further generated ormodified based on other information, such as vehicle information 216,risk information 220, or operator information 218. For example, thevehicle information 216 may include a make, model, year, total number ofoperating hours, history of defects or malfunctions, manufacturerecalls, history of incidents, or other information associated with theaerial vehicle 102. The operator information 218 may include a totalnumber of hours that the operator 106 has operated the aerial vehicle102, previous aerial vehicle incidents, total number of hours that theoperator 106 has operated other aerial vehicles, previously demonstratedability to operate the aerial vehicle 102, certifications,registrations, or other information associated with the operator 106.The risk information 220 may include one or more thresholds, ranges,proficiency levels, or other risk criteria that are used to compareagainst the operational history 224, operator profile 226, vehicleinformation 216, and operator information 218 to generate and adjust therisk profile 212.

The risk generator computing device 114 utilizes the risk profile toautomatically generate and update rates and coverage 214 for aninsurance policy for the aerial vehicle 102 and the operator 106 in realtime as the operator 106 is operating the aerial vehicle 102. So as theoperator 106 is operating the aerial vehicle 102, the vehicle monitoringsystem 122 and the remote monitoring system 124 collect aerial-vehicleoperational data 206 and remote-control operational data 208,respectively, and provide it to the risk generator 114. The riskgenerator 114 collects this real-time behavioral data 210 and generatesthe operational history 224 and the operator profile 226, which is usedto dynamically adjust the risk profile 212 so that the rates andcoverage 214 reflect real-time liability during operation of the aerialvehicle 102.

FIG. 3 is a logical flow diagram that illustrates one implementation ofa process 300 for providing real-time insurance policy updates for anaerial vehicle and operator in response to current flightcharacteristics of the aerial vehicle. The process 300 begins at block310, where one or more previous flight patterns are generated for one ormore aerial vehicles that were involved in an incident. Each previousflight pattern is generated in response to previous flightcharacteristics of a respective aerial vehicle prior to the respectiveincident. A previous flight pattern may be a combination of a pluralityof flight characteristics at a given point in time at or prior to anincident, or a plurality of flight characteristics over a period of timeprior to the incident.

The process 300 proceeds to block 312, where current flightcharacteristics of a target aerial vehicle are obtained. The targetaerial vehicle is the aerial vehicle being operated by a currentoperator who is purchasing a dynamic insurance policy for the aerialvehicle while it is being operated. The current flight characteristicsare obtained via signals received from a plurality of sensors of amonitoring system associated with the target aerial vehicle. Each of thereceived signals indicates a unique current flight characteristic of thetarget aerial vehicle. For example, the current flight characteristicsmay include aerial-vehicle operational data or remote-controloperational data, or a combination thereof, from an aerial-vehiclemonitoring system or a remote-control monitoring system, respectively.

The process 300 continues at block 314, where an operator profile isgenerated for the current operator of the target aerial vehicle. Theoperator profile is generated based on the current flightcharacteristics of the target aerial vehicle as the target aerialvehicle is being operated by the current operator. As described herein,the operator profile may be a score or other information that indicateshow well the current operator is operating the target aerial vehicle.

The process 300 proceeds to block 316, where a current flight pattern isgenerated for the target aerial vehicle. The current flight pattern isan ever changing combination of one or more of the plurality of obtainedcurrent flight characteristics. Similar to the previous flight pattern,the current flight pattern may be a plurality of current flightcharacteristics at a given point in time, or a plurality of currentflight characteristics over a prior time period (generally ending at thepresent operating time), which is continuously changing as the aerialvehicle is being operated.

The process 300 continues at block 318, where a current risk profile isgenerated based on a comparison of the current flight pattern and atleast one of the one or more previous flight patterns. One or moredifferent threshold values, ranges, performance levels, or otheroperational indicators may be used to determine how similar the currentflight pattern is to at least one previous flight pattern. Thiscomparison of flight patterns, when evaluated against the operationalindicators, provides information (e.g., a value or score) indicative ofa likelihood that the target aerial vehicle will be in an incident(e.g., an incident similar to the incident associated with the previousflight pattern).

At block 320 the current risk profile is adjusted based on the operatorprofile. Since the operator profile indicates how well the currentoperator is operating the aerial vehicle, it is used to increase ordecrease the current risk profile. The risk profile is adjusted suchthat the better the operational profile of the operator the morefavorable the insurance available, which may include lower rates, higherlimits of coverage, and expanded provisions. For example, a higheroperator profile (e.g., indicating that the current operator isexperienced and can efficiently and effectively operate the targetaerial vehicle) may result in a decrease in the risk profile. Incontrast, a lower operator profile (e.g., indicating that the currentoperator is inexperienced and cannot efficiently and effectively operatethe target aerial vehicle) may result in an increase in the riskprofile. Again, various thresholds or ranges may be employed todetermine an amount to increase or decrease the risk profile, or notadjust the risk profile, based on the operator profile.

Referring next to block 322, an insurance policy for the target aerialvehicle (or the current operator) is automatically updated in responseto changes in the current risk profile. As the current operator operatesthe target aerial vehicle and the current flight characteristics change,the operator profile and the current risk profile may change in responseto the changed current flight characteristics, which results in aninsurance policy that dynamically changes in real time as the currentoperator operates the target aerial vehicle.

After block 322, the process loops back to block 310 to continue toobtain current flight characteristics of the target aerial vehicle,which are used to continually change the risk profile and the operatorprofile to provide dynamic, real-time changes to the insurance policyfor the target aerial vehicle.

FIG. 4 is a diagram of system 400 of computing systems forimplementation of the process and method of the present disclosure. Thesystem 400 includes a risk generator computing device 114 and anoperator computing device 108, as described herein.

One or more general-purpose or special-purpose computing systems areused to implement the risk generator computing device 114, todynamically adjust an insurance policy for an aerial vehicle or operatorin real time as the operator is operating the aerial vehicle asdescribed herein. Accordingly, various implementations described hereinmay be implemented in software, hardware, firmware, or in somecombination thereof.

The risk generator computing device 114 includes a memory 404, one ormore central processing units (CPUs) 416, a display device 418, otherI/O device or interfaces 420, other computer-readable media 422, andnetwork connections 424 (configured to communicate with other computingdevices via a wired or wireless communication network, such ascommunication network 110). The other I/O devices 420 can include akeyboard, audio interfaces, video interfaces, or the like.

The memory 404 utilizes one or more various types of non-volatile orvolatile storage technologies. Examples of memory 404 include, but arenot limited to, flash memory, hard disk drives, optical drives,solid-state drives, various types of random access memory (RAM), varioustypes of read-only memory (ROM), other computer-readable storage media(also referred to as processor-readable storage media), or other memorytechnologies, or any combination thereof. The memory 404 may be utilizedto store information, including computer-readable instructions that areutilized by the CPU 416 to perform actions, including aspects,implementations, and features described herein.

The memory 404 has stored thereon a behavioral data system 406 or a riskprofile system 408. The behavioral data system 406 performs variousfunctions described herein to aggregate operational data received fromthe monitoring system(s) of an aerial vehicle. The risk profile system408 performs various functions described herein to generate anoperational history of the aerial vehicle and an operator profile forthe operator that is operating the aerial vehicle. The risk profilesystem 408 utilizes the operational history and operator profile togenerate and adjust—in real time as the operator is operating the aerialvehicle —a risk profile that is used to generate or update an insurancepolicy for the operator or aerial vehicle. The memory 404 may also storeother programs 412, operator and vehicle data 414 (to store vehicleinformation, operator information, behavioral data, operator profiledata, or behavioral history data), or a rates and coverage database 415(to store information regarding insurance policy rates and coveragesavailable to operators).

The operator computing device 108 may be implemented by one or moregeneral-purpose or special-purpose computing systems employing software,hardware, firmware, or some combination thereof. Accordingly, thesedevices and systems include a memory 452, a CPU 466, a display 468,other computer readable media 472, other I/O devices 470, and networkconnections 474, which may be similar to those same components describedabove for the risk generator computing device 114. The memory 452 maystore instructions for a various computer applications, such as abrowser 454 or other programs 456. The memory 452 may also store otherdata 458. The browser 454 or one of the other programs 456 provides auser interface to enable an operator to view, access, or otherwiseobtain insurance information provided by the risk generator computingdevice 114 or the insurance company providing the dynamic coverage.

The risk generator computing device 114 and the operator computingdevice 108 may communicate with each other via communication network110, which may be one or more of a variety of wired or wirelesscommunication networks.

The various implementations described above can be combined to providefurther embodiments. Aspects of the implementations can be modified, ifnecessary, to employ further concepts described herein.

These and other changes can be made to the implementations in light ofthe above-detailed description. In general, in the following claims, theterms used should not be construed to limit the claims to the specificimplementations disclosed in the specification and the claims, butshould be construed to include all possible implementations along withthe full scope of equivalents to which such claims are entitled.Accordingly, the claims are not limited by the disclosure.

1. A system, comprising: a first monitoring system associated with a controller that communicates with a vehicle, the first monitoring system including at least one first sensor that is capable of capturing operator input data to the controller as a current operator is operating the vehicle; a computing device comprising: a transceiver to receive the operator input data; a memory that stores computer instructions and a set of previous operating characteristics of another vehicle prior to the other vehicle being involved in an incident; and a processor that executes the computer instructions to perform actions, the actions including: generating current operating characteristics of the vehicle in response to the operator input data; and generating a comparison of the current operating characteristics to the stored set of previous operating characteristics; and automatically updating a current-operator policy for the vehicle in real time in response to the comparison.
 2. The system of claim 1, wherein the processor executes the computer instructions to perform further actions, the further actions including: generating an operator profile for the current operator of the vehicle in response to the current operating characteristics of the vehicle; and adjusting the current-operator policy in response to the operator profile.
 3. The system of claim 1, wherein the processor executes the computer instructions to perform further actions, the further actions including: generating a score for the current operator of the vehicle in response to changes in the current operating characteristics of the vehicle; and changing at least one of a rate or coverage of the current-operator policy in response to changes in the score while the current operator is operating the vehicle.
 4. The system of claim 1, wherein the current operating characteristics of the vehicle include at least one of a ground position of the vehicle, a speed of the vehicle, an acceleration of the vehicle, a duration of operation of the vehicle, a lifetime in-operation duration of the vehicle, and known objects relative to the vehicle.
 5. The system of claim 1, wherein the current operating characteristics of the vehicle include at least one of an altitude of the vehicle, a pitch of the vehicle, a roll of the vehicle, a yaw of the vehicle, and a spatial relationship between the vehicle and the current operator.
 6. The system of claim 1, wherein the operator input data includes an operator reaction time to a change in the current operating characteristics, a type of input by the current operator in response to the change in the current operating characteristics, and a rate at which the current operator adjusts operation of the vehicle in response to the change in the current operating characteristics.
 7. The system of claim 1, wherein the processor executes the computer instructions to perform further actions, the further actions including: prior to operation of the vehicle by the current operator: obtaining operator information for the current operator of the vehicle; obtaining vehicle information for the vehicle; and generating the current-operator policy for the vehicle in response to the operator information and the vehicle information;
 8. The system of claim 7, wherein the operator information for the current operator of the vehicle includes at least one of a total number of hours that the current operator has operated the vehicle, previous vehicle incidents, total number of hours that the current operator has operated other vehicles, and previously demonstrated ability to operate the vehicle; and wherein the vehicle information for the vehicle includes a type, a make, a model, and a total number of operating hours of the vehicle.
 9. The system of claim 1, wherein the processor executes the computer instructions to perform further actions, the further actions including: obtaining at least one environmental characteristic while the vehicle is being operated; and adjusting at least one of a rate or coverage of the current-operator policy in response to the obtained at least one environmental characteristic.
 10. The system of claim 1, further comprising: a second monitoring system associated with the vehicle, the second monitoring system including at least one second sensor that is capable of capturing performance output data of the vehicle as the vehicle is being operated; and wherein the processor generates the current operating characteristics of the vehicle by executing the computer instructions to perform further actions, the further actions including: generating the current operating characteristics of the vehicle in response to the operator input data and the performance output data.
 11. The system of claim 1, wherein the vehicle is an unmanned aerial vehicle.
 12. The system of claim 1, wherein the vehicle is a manned aerial vehicle.
 13. A computing device for updating an insurance policy, comprising: a memory that stores computer instructions and a set of previous operating characteristics of at least one vehicle prior to the at least one vehicle being involved in an incident; and a processor that executes the computer instructions to perform actions as a current operator is operating a target vehicle, the actions including: receiving operator input data obtained by at least one first sensor on a control communicating with the target vehicle; generating current operating characteristics of the target vehicle in response to the operator input data; generating a current profile in response to a comparison of the current operating characteristics of the target vehicle with the set of previous operating characteristics of the at least one vehicle; and automatically updating the insurance policy for the target vehicle in real time as the current profile changes in response to changes in the current operating characteristics.
 14. The computing device of claim 13, wherein the processor executes the computer instructions to perform further actions, the further actions including: generating an operator profile for the current operator of the target vehicle based on the current operator's control of the target vehicle in response to changes in the current operating characteristics of the target vehicle; and adjusting the current profile in response to the operator profile.
 15. The computing device of claim 13, wherein the processor executes the computer instructions to perform further actions, the further actions including: generating a score for the current operator of the target vehicle in response to the current operating characteristics of the target vehicle; increasing the current profile when the score is below a first predetermined threshold; and decreasing the current profile when the score is above a second predetermined threshold.
 16. The computing device of claim 13, wherein the processor executes the computer instructions to perform further actions, the further actions including: prior to operation of the target vehicle: obtaining operator information for the current operator of the target vehicle; obtaining vehicle information for the target vehicle; and generating the insurance policy for the target vehicle based on the operator information and the target vehicle information.
 17. The computing device of claim 13, wherein the processor executes the computer instructions to perform further actions, the further actions including: receiving performance output data obtained by at least one second sensor mounted on the target vehicle; and generating the current operating characteristics of the target vehicle in response to the operator input data and the performance output data.
 18. A method, comprising: obtaining, for each respective vehicle of a plurality of vehicles that were each involved in a respective incident, a set of previous operating characteristics that occurred prior to the respective incident; sensing, by at least one first sensor on a controller communicating with a target vehicle, operator input provided by a current operator of the target vehicle while the current operator is operating the target vehicle; generating current operating characteristics of the target vehicle in response to the operator input; and automatically updating user characteristics data for the target vehicle in real time in response to changes in the current operating characteristics as the current operator operates the target vehicle, wherein the updating is based on a comparison of the current operating characteristics of the target vehicle with each set of previous operating characteristics of the plurality of vehicles.
 19. The method of claim 17, further comprising: wherein obtaining the set of previous operating characteristics that occurred prior to the respective incidents of the plurality of vehicles includes determining at least one previous environmental characteristic associated with each respective incident; obtaining at least one current environmental characteristic while the target vehicle is being operated; and adjusting the user characteristics data based on a comparison of the at least one current environmental characteristic with each of the at least one previous environmental characteristics associated with the respective incidents of the plurality of vehicles.
 20. The method of claim 17, further comprising: sensing, by at least one second sensor on the target vehicle, performance output of the target vehicle while the target vehicle is being operated by the current operator; and generating the current operating characteristics of the target vehicle in response to the operator input and the performance output. 